Turbocharger control

ABSTRACT

A method of controlling a variable geometry turbocharger is provided. A predefined desired boost pressure of a turbocharger is obtained from a memory. A predefined desired mass flow rate in an intake manifold of an engine is obtained from the memory. A theoretical amount of power required by the turbocharger to generate the desired boost pressure and the desired mass flow rate is calculated. An actual mass flow rate in the intake manifold is determined. An actual amount of power required by the turbocharger to generate the desired boost pressure and the actual mass flow rate is calculated. At least one adjustable vane of the turbine of the turbocharger is adjusted to allow the theoretical amount of power required of the turbocharger to generally equal the actual amount of power by adjusting the boost pressure.

TECHNICAL FIELD

The present disclosure relates to control of numerous engine operatingparameters used for combustion in an internal combustion engine, andmore particularly to a system and method for controlling an engine usinga number of setpoints for the engine.

BACKGROUND

Many factors, including environmental responsibility efforts and modernenvironmental regulations on engine exhaust emissions, have reduced theallowable acceptable levels of certain pollutants that enter theatmosphere following the combustion of fossil fuels. Increasingly, morestringent emission standards may require greater control over either orboth the combustion of fuel and post combustion treatment of theexhaust. For example, the allowable levels of nitrogen oxides (NOx) andparticulate matter have been greatly reduced over the last severalyears. Fuel injection timing and a quantity of fuel to be injected hasbeen found to be an important factor in emission formation, along withother aspects such as exhaust gas recirculation (EGR), vane settings ofvariable geometry turbochargers (VGTs), intake manifold temperature, andintake valve timing.

An electronic engine control system thus may become very complicated inorder to allow an engine to provide desirable performance, while alsomeeting required emissions limits. As the engine may be subjected to avariety of different operating tasks and operating conditions, a varietyof engine operating parameters are controlled, such as fuel injectiontiming, fuel injection amount, fuel injection pressure, intake valvetiming, exhaust valve timing, EGR valve settings, turbocharger settings,and the like. However, adjusting one engine parameter may counteract anadjustment made to another engine parameter, or may cause a greaterchange to engine operations than was intended when an adjustment is madeto another engine parameter. It has been found that for a given engineoperating condition, a number of engine operating parameters may becoordinated to a setpoint for the given engine operating condition, suchthat the setpoint allows the engine to generate a required power output,while also generating acceptable levels of NOx and particulate matter. Aneed exists for an engine control system that allows a plurality ofsetpoints for various engine operating conditions to be applied to anengine based on the operating conditions of the engine.

SUMMARY

According to one process, a method of controlling a variable geometryturbocharger is provided. A predefined desired boost pressure of aturbocharger is obtained from a memory. A predefined desired mass flowrate in an intake manifold of an engine is obtained from the memory. Atheoretical amount of power required by the turbocharger to generate thedesired boost pressure and the desired mass flow rate is calculated. Anactual mass flow rate in the intake manifold is determined. An actualamount of power required by the turbocharger to generate the desiredboost pressure and the actual mass flow rate is calculated. At least oneadjustable vane of the turbine of the turbocharger is adjusted to allowthe theoretical amount of power required of the turbocharger togenerally equal the actual amount of power by adjusting the boostpressure.

According to another process, a method of controlling a waste gate of aturbocharger is provided. A predefined desired boost pressure of aturbocharger is obtained from a memory. A predefined desired mass flowrate in an intake manifold of an engine is obtained from the memory. Atheoretical amount of power required by the turbocharger to generate thedesired boost pressure and the desired mass flow rate is calculated. Anactual mass flow rate in the intake manifold is determined. An actualamount of power required by the turbocharger to generate the desiredboost pressure and the actual mass flow rate is calculated. A positionof a waste gate of the turbocharger is adjusted to allow the theoreticalamount of power required of the turbocharger to generally equal theactual amount of power by adjusting the boost pressure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of setpoint bank control system according toone embodiment.

FIG. 2 is a block diagram of a setpoint bank control system according toanother embodiment.

FIG. 3 is a chart showing particulate natter accumulation.

FIG. 4 is a schematic diagram showing a volume of a cylinder of anengine.

DETAILED DESCRIPTION

FIG. 1 shows a block diagram indicating a setpoint bank engine controlmethod 10. The method 10 has a setpoint selection portion 12. Thesetpoint selection portion may utilize a variety of inputs in order todetermine information about the operating state of the engine and theambient conditions surrounding the engine. For instance, the setpointselection portion 12 may receive inputs that include an engine coolanttemperature, an intake manifold temperature, an ambient pressure oraltitude measurement, engine speed, engine torque output, a signalindicative of the engine being used to operate a power-take-off (“PTO”),an estimate of particulate matter generation since the engine wasstarted, and a variety of other signals indicative of the engineoperation, and the engine operating conditions.

The setpoint selection portion 12 utilizes these inputs to determine amode and a state in which the engine is operating. The mode isindicative of a vocation or task that the engine is performing Forinstance, the engine mode may be normal operations, PTO operations,extended idling, stop and go operations, high-output operations, as wellas other modes.

The state of the engine operation that is output from the setpointselection logic indicate a NOx emission and engine combustion stabilityoperating range. For instance a first state may offer a high level ofengine combustion stability and a higher level of NOx emissions, while asecond state provides for a lower level of engine combustion stabilityand a lower level of NOx emissions. Thus, if the engine control systemdetermines that engine combustion stability is below a predeterminedthreshold, the state will be changed to improve engine combustionstability. Once acceptable combustion stability is obtained andsustained, it is contemplated that the state may be changed to a lessstable but lower NOx producing state in order to minimize engineemissions.

Once the mode and the state have been chosen in the setpoint selectionlogic 12, the setpoint bank 14 is accessed. The setpoint bank 14 has aplurality of setpoint settings based on the mode and the state. Each ofthe plurality of setpoint settings contains all of the setpoints for thevarious engine operating parameters, such as fuel injection pressure,fuel injection timing, valve timing, EGR valve settings, variablegeometry turbocharger settings, and the like. Thus, each of theplurality of setpoint settings contains a complete set of setting forthe various engine operating parameters that allow the engine to outputrequired power, while also producing allowable levels of emissions.

It is contemplated that the setpoint settings that populate the setpointbank may be generated in multiple ways. In a first manner of generatingsetpoint settings, an engine is operated in an engine test cell, whereinstrumentation is able to accurately measure engine emissions andengine power outputs, while also allowing control of conditions withinthe test cell. For example, the atmospheric conditions within the testcell may be adjusted to simulate a variety of atmospheric pressures,temperatures, and intake air oxygen contents. Additionally, the testcell may allow a wide variety of engine loading conditions to besimulated, such as rapid acceleration, high load operation, low loadoperation, and idling. Based on the variety of simulated operatingconditions, the settings for engine operating parameters may beoptimized and stored in the setpoint bank.

Additionally, it is possible to generate setpoint settings usingin-vehicle calibration of an engine during an engine developmentprocess. The in-vehicle calibration may be less desirable than test cellcalibration, based on additional variables that are introduced duringin-vehicle calibration, such as changing atmospheric conditions.

As shown in FIG. 1, the setpoint bank 14 outputs setpoints that areutilized to control various engine operating parameters. For instance,the setpoints are utilized to by a first EGR algorithm 16 and a secondEGR algorithm 18 to control a position of an EGR valve and providevarying amounts of EGR to the engine intake manifold. The use of both afirst EGR algorithm 16 and a second EGR algorithm 18 may provide morerobust control of an EGR valve on the engine. More robust control of theEGR valve may better control engine emissions.

For example, output of the first EGR algorithm 16 and the second EGRalgorithm 18 may be compared at a comparator 20 to determine which ofthe first EGR algorithm 16 and the second EGR algorithm 18 to utilize.The comparator 20 also receives the mode in which the engine isoperating in from the setpoint selection logic 12. Based upon the inputsfrom the setpoint selection logic 12, the first EGR algorithm 16, andthe second EGR algorithm 18, the comparator 20 selects the output thatis used to control the EGR valve.

Similarly, the setpoint bank 14 setpoints are utilized by a turbocontrol algorithm 22 to control a variable geometry turbocharger. Avariable geometry turbocharger typically is capable of altering geometryof vanes position on a turbine portion of the turbocharger to allow theturbocharger to be more efficient or responsive to varying operatingconditions, and also may be used to control the level of boost generatedby the turbocharger. The setpoints are used to position the vanes, orother adjustable elements of the turbocharger, based on the operatingconditions of the engine.

A fuel control algorithm 24 is also provided that utilizes setpointsfrom the setpoint bank 14. The fuel control algorithm 24 uses thesetpoints to control an amount of fuel to inject into the cylinders, atiming of the fuel injection, as well as a number of fuel injectionevents. For instance, the setpoints from the setpoint bank 14 areutilized by the fuel control algorithm to set a timing of a fuelinjection event into the cylinder during a combustion cycle.

Additional engine control algorithms 26 may also be provided thatutilize setpoints from the setpoint bank 14. For example, a variablevalve timing control algorithm may use the setpoints to control thetiming of the opening and closing of both intake valves and exhaustvalves on an engine.

Turning now to FIG. 2, an alternative embodiment showing how a state forthe setpoint bank is determined is depicted. A block diagram indicatinga setpoint bank engine control method 100 includes a mode selectionportion 102 and a state selection portion 104. As discussed above, themode is based on the vocation of the engine, and thus is generallyreadily determined The state selection portion 104 includes athree-dimensional table 106. The three-dimensional table 106 arrangesstate outputs based on a plurality of measured data, such as barometricpressure, coolant temperature, intake manifold temperature, ambienttemperature, boost pressure, intake manifold pressure, intake air flow,and the like. Based on the plurality of measured data, a state from thethree-dimensional table 106 is determined.

The state selection portion 104 additionally comprises a one-dimensionaltable 108. As shown in FIG. 2, the one-dimensional table 108 may bebased on a model of an engine characteristic, such as particulate matteraccumulation, intake oxygen percentage, exhaust manifold oxygenconcentration, and intake charge utilization. The one-dimensional table108 has a plurality of states based on the model of an enginecharacteristic selected. A state from the one-dimensional table 108 isdetermined.

A comparator 110 receives the state selected by both thethree-dimensional table 106 and the one-dimensional table 108. Thecomparator 110 may be programmed to select the state based on a varietyof considerations based upon any difference between the state generatedfrom the three-dimensional table 106 and the one-dimensional table 108.

For instance, it may be found in some circumstances that the stateselected by the one-dimensional table 108 should control if thedifferences in states selected by the one-dimensional table 108 and thethree-dimensional table 106 exceeds a predetermined number of states. Insuch a scenario, the attribute of the one-dimensional table 108 isdeemed more important to engine operation than the state selected by thethree-dimensional table 106.

Similarly, in other engine operating conditions, it may be found thatthe state selected by the three-dimensional table 106 should control ifthe differences in states selected by the one-dimensional table 108 andthe three-dimensional table 106 exceeds a predetermined number ofstates. In such a scenario, the attribute of the three-dimensional table106 is deemed more important to engine operation than the state selectedby the one-dimensional table 108. The importance of the selection of thestate from the three-dimensional table 106 and the one-dimensional table108 may be determined based on engine calibration activity, such as thatperformed in an engine test cell, or in-vehicle engine testing.

Thus, the setpoint bank 14 provides for engine operating parameters tobe set during steady-state operation and applied to a wide variety ofengine operating conditions that an engine may experience. The setpointbank allows for setpoints to change when the function of the engine ischanged, the mode, and allows the state to change when combustionbecomes unstable, or when emissions are not being met. Thus, thesetpoint bank 14 allows for greater control of engine operation,regardless of engine operating conditions.

As mentioned above in connection with FIG. 2, the engine may beconfigured to choose setpoints based on specific engine operatingconditions such as particulate matter accumulation. FIG. 3 shows a chart200 showing accumulated particulate matter 202, such as an amount ofparticulate matter accumulated in a diesel particulate filter (DPF)within an exhaust system for the engine, compared to an allowed rate ofparticulate matter accumulation 204. The use of a particulate matteraccumulation model to control the setpoints selected from the setpointbank may be beneficial for numerous reasons. First, excessiveparticulate matter accumulation may cause the DPF to need replacementprematurely. As the DPF can be an expensive component, a reducedlifespan of the DPF is detrimental. Further, excessive particulatematter accumulation in the DPF will result in more frequentregenerations of the DPF. The regeneration of the DPF requiresadditional fuel usage, thereby reducing the observed fuel economy of thevehicle.

As shown in FIG. 3, at point 206 where the accumulated particulatematter 202 surpasses the allowed rate of particulate matter accumulation204, the setpoints from the setpoint bank used to operate the enginewill be changed to setpoints that generate less particulate matterduring combustion. The setpoints may be arranged based on observed ratesof particulate matter accumulation generated for a particular setpoint,data that may be obtained during engine calibration. Thus, the enginewill operate a setpoint to generate less particulate matter duringcombustion until accumulated particulate matter 202 falls below theallowed rate of particulate matter accumulation 204, as shown at point208.

It is contemplated that once the engine is operating below the allowedrate of particulate matter accumulation 204 at point 208, the engine maybe allowed to utilize the previous setpoint that was generating moreparticulate matter.

It is contemplated that combustion stability and/or NOx emissions mayprevent the engine from operating with setpoints that generate lessparticulate matter during some engine operating conditions, and at suchtimes the engine will operate to meet allowable NOx emissions levelsand/or combustion stability requirements. However, once engineoperations allow for reduced particulate matter formation combustion,setpoints will be utilized to generate reduced levels of particulatematter during combustion.

It has been found that the use of the percent of oxygen within theengine intake manifold can be used to effectively control a position ofan EGR valve on an engine to control the amount of EGR provided to theengine intake manifold. Previous attempts to control an amount of EGRprovided to the engine intake manifold have relied on a percentage ofEGR being provided to the intake system. However, it has been found thatengine NOx production more closely tracks the percent of oxygen withinthe intake manifold than the percentage of EGR being provided to theengine.

It has been found that the following formula may be used to determinethe percent of oxygen within the intake manifold:

${{Intake}\mspace{14mu} O_{2}\mspace{11mu} \%} = {20.9\left( {1 - \frac{EGR}{\lambda}} \right)}$

where λ is the measured amount of oxygen within the exhaust, and EGR isthe percent of EGR being provided to the engine. It has been found thatsensors to measure the amount of oxygen within the exhaust are morereliable than a sensor to directly measure the amount of oxygen withinthe intake manifold, as oxygen sensors are sensitive to heat andvibration.

It has also been found that the use of oxygen within the intake manifoldof the engine for control of EGR may be beneficial during transientengine operations, such as during rapid acceleration when increasedairflow is needed for combustion of an increased quantity of fuel andmay lower the quantity of oxygen within the exhaust. Thus, even thoughthe flow rate of air through the intake of the engine may be similar toother operating conditions, the EGR may have a lower quantity of oxygen,thus the intake manifold oxygen percentage will also be lower.Therefore, the rate of EGR in such an operating condition need not be ashigh, based on the reduced amount of oxygen within the exhaust, in orderto sufficiently reduce the NOx formed during combustion. Put anotherway, by controlling the amount of EGR provided based on the amount ofoxygen present in the intake manifold, more accurate control of thelevel of dilutant (exhaust gas) is provided, allowing more precisecontrol of the NOx emissions of the engine.

Further, the use of oxygen within the intake manifold to control EGRlevels in the engine allows for more accurate emissions controls betweenindividual engines, each of which having slightly different operatingparameters. For instance, a first engine may have a turbocharger thatproduces slightly more boost than a turbocharger on a second engine,even if the engines are the same model, and utilize the same modelturbocharger. Thus, by using the amount of oxygen actually within theintake manifold, slight variations between the first engine and thesecond engine may be accounted for and more precise levels of EGR may beprovided to the engines in order to reduce NOx emissions. Therefore, thesame control software will result in similar NOx emissions between theengines with slight differences.

Another control strategy that may be utilized on an engine involves theuse of a turbocharger control concept. Many engine control systemsutilize an intake manifold pressure in order to control a waste gate ona turbocharger or vanes of a variable geometry turbocharger. However,the control of intake manifold pressure is typically not what actuallyis desired to be controlled by the waste gate or the vane setting,rather, control of the turbocharger is generally desired in order toprovide a desired amount of oxygen within the intake manifold. Thus,traditional turbocharger control strategy will generate a particularflow rate, or flow volume to the intake manifold, regardless of thecontent of that fluid flow. This has been found to result in flow rateswithin the intake manifold that do not correspond with advantageousengine operating conditions. Additionally, certain current engineoperating conditions produce a higher boost or greater flow rate thanrequired for engine operation, thereby limiting the flow rate of engineexhaust available for use in the EGR system.

The present embodiment controls the turbocharger based upon a requiredintake manifold oxygen content. In order to control the turbocharger, adesired amount of boost and a desired flow rate are retrieved from thesetpoint bank based on the engine's operating conditions. Using thefollowing equation:

$\overset{.}{\omega} = {C_{p}\overset{.}{m}{T\left( {{PQ}^{\frac{y - 1}{y}} - 1} \right)}}$

where ω is the power required of the turbine of the turbocharger, C_(p)is a constant, m is the mass flow rate, T is the temperature, PQ is thepressure quotient or boost of the turbocharger, and y is the specificweight of the fluid. Thus, by using the desired boost set point and thedesired mass flow rate from the setpoint bank, the power required to begenerated by the turbine can be calculated. Based on the actual measuredmass flow rate in the intake manifold and the required turbine poweroutput, the pressure quotient that is actually needed may be calculated,and the vanes of the variable geometry turbocharger or the position ofthe waste gate of the turbocharger may be set in order to control thepressure quotient. In this manner, the turbocharger may be controlledfor a variety of engine operating conditions.

Finally, it has been noted that control of engine emissions duringtransient operations may be difficult, as obtaining allowableparticulate matter emissions and NOx emissions, while simultaneouslygenerating required torque, requires control of a great deal ofparameters. Current engines attempt to maintain one of particulatematter emissions, NOx emissions, and torque output, while varying theother two during transient operations. However, a change of engineoperating parameters to maintain the one of one of particulate matteremissions, NOx emissions, and torque output, generally has an effect onat least one of the other two. It has been found that particulateemissions may be controlled based upon the air/fuel ratio of the engine,NOx may be controlled by the amount of EGR provided to the engine, andthat torque output may be controlled by the amount of fuel provided tothe engine.

FIG. 4 shows a representative view of a volume within a cylinder 500having a piston 502, a minimum amount of air needed for combustion 504,an amount of dilutant in the form of exhaust gas that has passed throughthe EGR system 506, and excess air 508. During certain transient engineoperations, an insufficient amount of air required to combust fuel, oran insufficient amount of dilutant may be present to provide for anallowable level of NOx during combustion. In such a situation, theengine is not capable of producing the desired torque, or is not capableof meeting NOx emissions targets. Put another way, there are someoperating conditions where the amount of air needed for combustion offuel at the desired air/fuel ratio and the amount of exhaust gas diluentrequired to lower NOx emissions exceed the volume of the cylinder.

In order to determine an amount of air needed for combustion, a desiredtorque output has setpoints for fueling, and EGR rates. In order tocalculate the total flow of air required for the engine:

${Airflow} = \frac{\frac{A}{F}\min \times {Fuel}}{1 - \frac{{EGR}\mspace{14mu} \%}{100}}$

where A/F min is the minimum allowable air/fuel ratio, fuel is theamount of fuel required to generate the desired torque, and EGR % is thepercentage of EGR provided to the engine.

EGR % can be calculated as a function of intake manifold oxygen contentand the air fuel ratio of the exhaust gas using the following equation:

${{EGR}\mspace{14mu} \%} = {100 \times \left( \frac{20.9 - {{Intake}\mspace{14mu} O_{2}\mspace{14mu} \%}}{20.9 - {f\left( {a/f} \right)}} \right)}$

where f(a/f) is an amount of oxygen within the exhaust gas.

Thus, the total air flow may be expressed as:

${Airflow} = \frac{\frac{A}{F}\min \times {Fuel}}{1 - \left( \frac{100 \times \left( \frac{20.9 - {{Intake}\mspace{14mu} O_{2}\mspace{14mu} \%}}{20.9 - {f\left( {a/f} \right)}} \right)}{100} \right)}$

Thus, based on measurements of the air/fuel ratio within the exhaust,the speed of the engine, an amount of torque the engine can generate maybe calculated. Thus, a table may be created for given NOx emissionslevels that contain the maximum torque that may be generated. Thus, ifthe desired amount of torque exceeds the available maximum torque, theengine control may use a different table, such as a second table thatallows for a higher NOx emission level, which would typically utilizeless EGR, thereby allowing additional air flow, allowing for thecombustion of additional fuel. While the NOx emission level may beallowed to rise, it is still limited, and therefore always controlled.If the maximum allowable NOx level is reached and the engine is stillnot capable of generating the desired torque, the engine will simplygenerate the most torque possible while still meeting the allowed NOxlevel.

The particulate emissions of the engine are controlled by the air/fuelratio. Therefore, the present control strategy coordinates both fuelrequirements and EGR requirements to ensure that proper intake manifoldoxygen content is maintained.

Thus, such a control strategy allows for three types of operation forthe engine. The first type of operation involves a desired torque thatis less than the maximum torque the engine can generate while operatingat a low NOx emissions level based on the oxygen content of the intakemanifold. In such a type of operation, the amount of fuel provided tothe engine may be increased to produce the desired torque, withouthaving to change the setpoint of oxygen content of the intake manifold.

The second type of operation involves a desired torque that is greaterthan the maximum torque the engine can generate while operating a lowNOx emissions level based on the oxygen content within the intakemanifold, but is less than the maximum torque that the engine cangenerate based on the second table that allows for greater NOxemissions. In such a situation the setpoint will be changed to one fromthe second table that allows for greater NOx emissions.

The final type of operation involves a desired torque that is greaterthan the maximum torque the engine can generate based on the secondtable that allows for greater NOx emissions. In such a situation, thesetpoint is changed to one from the second table that allows for greaterNOx emissions, and the engine is provided with an amount of fuel thatwill generate the maximum torque for that particular setpoint. However,the engine will not be able to generate the desired amount of torque.Thus, until operating conditions change, the engine will not be able toprovide the desired amount of torque in this third type of operation.

Tables may be created during calibration of the engine that containengine speed, total flow through the intake manifold, and total torqueavailable for various intake manifold oxygen concentrations. Thus, basedon these tables, an engine controller may determine whether a requestedtorque output of the engine may be generated based on current engineoperating conditions. Therefore, the engine controller may quicklyascertain if changes to the EGR rate and the intake manifold oxygencontent may be made to support the amount of fuel required to generatethe requested torque output, or if the requested torque output is notable to be achieved by the engine at those operating conditions. Byincreasing the intake manifold oxygen content, the EGR rate is typicallyreduced, thereby allowing increased amounts of fuel to be combusted togenerate increased torque, but also typically causing increased NOxemissions. Thus, a maximum torque that may be generated by the engine islimited by the maximum NOx emissions that are allowed.

One key advantage of the use of a setpoint control strategy is thatrecalibration of the engine is not required for changes in enginehardware. This greatly simplifies control of the engine and reduces thenumber of variables that are adjusted. By making coordinated adjustmentsbased on settings from the setpoints, the engine will perform moreconsistently and will more likely generate expected performance andemissions levels.

It will be understood that a control system may be implemented inhardware to effectuate the method. The control system can be implementedwith any or a combination of the following technologies, which are eachwell known in the art: a discrete logic circuit(s) having logic gatesfor implementing logic functions upon data signals, an applicationspecific integrated circuit (ASIC) having appropriate combinationallogic gates, a programmable gate array(s) (PGA), a field programmablegate array (FPGA), etc.

When the control system is implemented in software, it should be notedthat the control system can be stored on any computer readable mediumfor use by or in connection with any computer related system or method.In the context of this document, a “computer-readable medium” can be anymedium that can store, communicate, propagate, or transport the programfor use by or in connection with the instruction execution system,apparatus, or device. The computer readable medium can be, for example,but is not limited to, an electronic, magnetic, optical,electromagnetic, infrared, or semiconductor system, apparatus, device,or propagation medium. More specific examples (a non-exhaustive list) ofthe computer-readable medium would include the following: an electricalconnection (electronic) having one or more wires, a portable computerdiskette (magnetic), a random access memory (RAM) (electronic), aread-only memory (ROM) (electronic), an erasable programmable read-onlymemory (EPROM, EEPROM, or Flash memory) (electronic), an optical fiber(optical) and a portable compact disc read-only memory (CDROM)(optical). The control system can be embodied in any computer-readablemedium for use by or in connection with an instruction execution system,apparatus, or device, such as a computer-based system,processor-containing system, or other system that can fetch theinstructions from the instruction execution system, apparatus, or deviceand execute the instructions.

What is claimed is:
 1. A method of controlling a variable geometryturbocharger, the method comprising: obtaining a predefined desiredboost pressure of a turbocharger from a memory; obtaining a predefineddesired mass flow rate in an intake manifold of an engine from thememory; calculating a theoretical amount of power required by theturbocharger to generate the desired boost pressure and the desired massflow rate; determining an actual mass flow rate in the intake manifold;calculating an actual amount of power required by the turbocharger togenerate the desired boost pressure and the actual mass flow rate;adjusting at least one adjustable vane of a turbine of the turbochargerto allow the theoretical amount of power required of the turbocharger togenerally equal the actual amount of power and adjusting the boostpressure.
 2. The method of claim 1 wherein the predefined desired boostpressure is stored in a setpoint bank of the memory.
 3. The method ofclaim 1 wherein the predefined desired mass flow rate is stored in asetpoint bank of the memory.
 4. The method of claim 1 wherein thepredefined boost pressure and the predefined mass flow rate are based onproviding a desired intake manifold oxygen content.
 5. The method ofclaim 4 wherein the desired intake manifold oxygen content is obtainedfrom a setpoint bank of the memory.
 6. A method of controlling a wastegate of a turbocharger, the method comprising: obtaining a predefineddesired boost pressure of a turbocharger from a memory; obtaining apredefined desired mass flow rate in an intake manifold of an enginefrom the memory; calculating a theoretical amount of power required bythe turbocharger to generate the desired boost pressure and the desiredmass flow rate; determining an actual mass flow rate in the intakemanifold; calculating an actual amount of power required by theturbocharger to generate the desired boost pressure and the actual massflow rate; adjusting a position of a waste gate of the turbocharger toallow the theoretical amount of power required of the turbocharger togenerally equal the actual amount of power by adjusting the boostpressure.
 7. The method of claim 6 wherein the predefined desired boostpressure is stored in a setpoint bank of the memory.
 8. The method ofclaim 6 wherein the predefined desired mass flow rate is stored in asetpoint bank of the memory.
 9. The method of claim 6 wherein thepredefined boost pressure and the predefined mass flow rate are based onproviding desired intake manifold oxygen content.
 10. The method ofclaim 9 wherein the desired intake manifold oxygen content is obtainedfrom a setpoint bank of the memory.